Motor.



A. F. ROGKWELL.

MOTOR.

APPLIGATION :FILED MAR. 12. 1906.

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MOTOR.

APPLICATION FILED MAR. 12, 1906.

Patented June 21, 1910.

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/M a Hoz mail? A. F. ROGKWELL.

MOTOR. APPLIOTION HLED MAR. 12, 1906.

962,254. Patented June 21, 1910.

8 SHEETS-SHEET 3.

A.- F. ROCKWELLl MOTOR.

APPLIOATION FILED MARJZ, 190BA 962,254., Patented June21,1910.

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MOTOR. APPLICATION FLBD MAR. 12, 1906.

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MOTOR.

APPLICATION FILED MAB.12, 1906.

Patsnted June 21, 1910.

A. F. ROGKWELL.

MOTOR. APPLIQATION FILED MAR. 12, 1906. n 962925 D Patented June 21,1910.

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A. F. ROCKWELL.

MOTOR.

APPLICATION FILED MAR.12, 190B.

962254 Patented June 21, 1910.

8 SHEETS-SHEET 8.

WJTNESSES: NVENTOR.

gg@ l Y ZYATTGRNEK ALBERT E. ROCKWELL, or BRISTOL, CONNEOTicUT, AssIGNORTo THE NEW DEPARTURE MANUFACTURING COMPANY, or BRISTOL, CONNECTICUT, ACORPORATION OE OoN- NECTICU MOTOR.v f

Specification of Letters Patent. i Patented June 21, 1910.

Application filed March 12, 1906.- Serial No.4 305,664.

useful Motor, of which the following is a4 full, I clear, and exactdescription, such as will enable others skilled in the art to which itappertains to makennd use the same,

reference being had toA the accompanying drawings, forming part of thisf specification.

This invention relates to the general class of motors, but moreespecially to that class in which a cylinder (or cylinders) may becharged with a proper fuel, usually a mixture of hydro-carbon gasandair,'said fuel being subsequently compressed lby the movement of apiston and then fired toV cause an explosion which constitutesthe-motive force of the motor. j Y. 'Y

The primary Object ofthe invention is to provide .an explosive enginecylinder with a suitable mechanism whereby thel initial fluid supply maybe discontinued and a secondary fluid supply, underpressure, be admittedto the cylinder, and vice versa, either being capable ofdriving themotive or power transmitting elements thereof. In other Words, theinvention has for one of its objects the association of suitablemechanisms with the engine cylinder whereby the initial asnitablereceptacle to be subsequently used Vlas'the-secondary fluid to operatethe motor Huid, to wit, the fuel adapted to be ignited, may be cut ol",and a second'fluid which may be non-combustible may bev introduced intothe cylinder so as to drive the motor, the latter fluid being undercompression.

. It is also the purpose of this invention to provide means whereby partof the pressure in the 'cylinder or cylinders, resulting from thecombustion of the fuel may be stored in whenV the primary fluid or fuel-is lcut oft'.

My invention has, furthermore, for its ob jectithe provision offluid-admitting and exhausting devices the movement of which, when inactive operation, are at all times synchronized with the travel yof 'thepiston so that whenever the en ine is to be operated by the secondaryvuid, `said devices will be in position to perform their respectivefunctions at the proper time relative to the position of the piston.

My invention has furthermore, for its object the provision vvof amechanism whereby the secondary fluid-admitting and exhausting devicesmay be actuated to run the engine by the secondary fluid in' eitherdirection, in other words, forward or backward, substantially by ashifting movement of a controlling mechanism cooperating with the enginecylinder.

My invention has also for its object the l provision of a fluid supplyor reservoir .adapted to be charged during the operation of the motor bygas-mixture, this charging operation being accomplished by the con-`secutive explosions each of which contributes a small 'portion of vaporto t-he supply already contained in the reservoir, until the pressure inthe latter at least equals that of the explosive force within thecylinder, when the full power of the explosion will remain in thecylinder `and actuate the piston under maximum pressure.

Further objects of my invention will be found in the organization of themechanism as a whole, and also in the particular construction of some ofthe component elements, as will be hereinafter more fully described andparticularly pointed out in the claims, reference being had to theaccompanying drawings, in which similar characters denote similar parts,and in which- I Figure 1 is a top view of a convertible air or gasengine incorporating my invention. Fig. 2 1s an end view thereof, thebase casing being shown in section taken on line 2, 2 of Fig. l. Fig. 3represents avertical transverse section on line 3, 3 of Fig. 1.-

Fig. 4 shows a central .section of one pair of adjacent cylinders,- Online 4c, of Fig. 2. Fig. 5 is a similar section of one of said cylinderstaken in a plane at right angles with the section Ashown in Fig. 4,'andas indicated byline 5, of Fig. 1. Fig. 6 represents a top View of onepair of adjacent cylinders, the cap of one being shown in horizontalsection on line 6, 6 of Figs.v 4 and 5. Fig. 7 is a horizontal sectionon line 7, 7

4'of Fig. 4. Fig. 8 is a top view of one of the valve-actuatingmechanisms in position when the engine is runningmforward underair-pressure. Fig. 9 represents a section on line 9, 9 of Fig.`8. Figs.10 and 11 are views similar to Figs. 8 and 9, and illustrate the valvemechanism in position to run the engine by air, backwardV and Fig. 12 isa diagrammatical topV View of the power plant as a whdleillusltrating acoperative organization of the several active elements.

In ,order fully to comprehend the nature of the present invention vIdeem-'it expedient Ito describev first the preferred construction of theengine, as it is adapted-to be o'perated by a proper mixture ofhydro-carbon gas, which is compressed to the required deon only twocrank-pins; o`r,

gree by the piston in the cylinder, and subsequently ignited or red in amanner generally employed in what `is commonly known as explosiveengines. i Y

' yWhereas, primarily, the number'of cylinders which com-pose theengine, lis, generically speaking, immaterial, I prefer to em- `ploy apluralitythereof, so organized that an impulse may be imparted to thecrank shaft of the engine at every quarter of its rotation, and for thisreason the motor is shown in the drawings as comprising four cylinders,the' pistons of which are operative vin other words; eachcrank-pin isvactuated by two pistons having' movements on lines substantially atright angles relative to .each other, so that when one piston is at theend of its stroke,

or atl f dead centers, the other piston per-l tainin to the samecrank-,pin is practically' s, is shown uas disposed opposite thecrankpin w1, or substantially 180.degree's remote therefrom, and isconnected with the pisa separate tons in the cylinders 03,0% so thatwhen the engine is running in aA direction indicated by'arrow 'a (seeFig. 2) cylinder c1 is under half compression, cylinder o2 isexhausting,l

cylinder o3 has been fired and its piston 1s substantially at one-halfof its working stroke, and cylinder c4 is ready to be fired.-

From the foregoing it will be seen that during the rotation of the crankshaft, the latter receives successive impulses in the cylinders asfollows; 0*, 01, o2, 03, 0*, '01', c, and so on during the operation ofthe engine in the directlon of arrow a, this result being naturallydueto the fact that the axes of the adjacent cylinders 02 and c, vareldisposed at` right angles to the axes of the ad- ]acent pair ofcyl1nders 01'and 03, which enables me to condense the engine into acomparatively small space, and to avoid having crank-pin for eachpiston. Inasmuch as the construction and func-- tion of the severalcylinders above named is similar throughout, the following descrif tionof'one is deemed sulicient to arrive a a clear understanding of themechanism as'a whole.

Referring to the drawings, 31 ldenotes a the upper part of which is acrank chamber 32,

rovided with a lplura ity of tubular projections -3'3 to which ltherespective cylinders are secured. While the casing may be'made of anmetal, I prefer tol make the cylinders 34 o steel, notonly to increasetheir strength, but also to reduce their weight, and, on account oftheir comparatively thin walls, increase their adaptability for cooling.'The lower end of each cylinderl34 is ositioned on the casing 31 by anannular' ange 35 and a shoulder 36, and is firmlyheld in place by aclamping member 37 adapted to engage two adjacent cylinders (as forexample c2 and c4, see Fig.

b ed casing comprisin 4)v and secured to the projections 33 by means ofscrews 38. The upper closed end 39 of the cylinder 34 is provided with acentral aperture 40 usually closed by a valve 41 and through which freshair may beforced into the cylinder when the piston is near the lower endof its stroke.

The engine shown in the drawings is of what is generally known as thetwo-cycle type, namely, the compressed charge is eX- ploded when thepiston is near the upper end of each stroke; the used or spent gas isexhausted at the lower end of the pistonstroke, andy a-new charge isintroduced into the cylinder to be compressed during the return movementof the iston when the crank shaft completes its individual rotation.

The piston herein shown comprises -a tub'ular shell'42 closed at itsupper end by a headlate 43 and provided with an' annular shoul er 44which serves as an abutment for anannulus45, in screw-threadedengagement' with and for holding together a two-partv thrust member 46.This member has a spherical recess for receiving the ball-end 47 of aconnecting rod'48, which may be the rod 1'2 or any piston rod used withone of the pistons whereby the reciprocating movement of theJ piston iscommunicated to the crank-pin w1 of the main engine shaft s. Thelower'p'ortion of the thrust member 46 is slightlyl tapered, as shown at50, to be engage by a check nut 51 in screw-threaded engagement with thepiston shell 42 and having perforations 52, which permit the use of aSpanner wrench and which, furthermore, serve as vents for the shell. Itwill be noted that when the check nut 51 is tightened, the annulus 45will be forced against the shoulder 44 and thus establish a tight jointbetween these parts. y f 1 The lower end of the pitman rods 48 is shownas being articulated on a head strap 53 in engagement with thecrank-pins 'w1 andagainst axial rotation, and this fact is takenadvantage 'of to 'prevent the piston 42 from rotating axially -withinthe cylinder,y a .cir"y cumstance whichin the present construction isdesirable on account of certain coperative portsl and passages to behereinafter described.

Referring to Figs. 4 and 5, it will be seen that the ball-end 47 ofthe-connecting rod 48 is provided with a vertically elon ated transverseaperture or slot 54, adapted o receive a pin which is secured in thetwopart thrust member 46 and arranged in axial parallelism with thecrank-pin w1. While the elongation of the aperture 54, therefore,

permits of a slight oscillation of the ball-end` 47 in a plane' parallelwith the`crank-pin, the member 46 is locked against rotation relative tothe pin 55, -on account of the absence of freedom between the pin andthe sides of the slot |54 I(see Fig. 5).

The crank-pin w1 is connected with the pistons p* and p2 disposed in thesame plane and at right angles to the axis of the crankpin; and, whilethe connector strap 53 is4 shown as provided with a single end, thecompanion strap for the rod r1 is bifurcated and straddles the strap 53in a manner similar to that shown in Fig. 4, in which the piston rod r4is illustrated as being articulated on the bifurcated strap 58 inengagement with the crank-pin L02 which also carries the single-endconnecting rod strap 59 of the piston inl the cylinder c4.

In Fig. 3 the engine shaft s is shown journaled in bearings 60 andhaving a crank disk 61 which carries one end of the crankpin w1, theother end of which is secured in a disk 62 supported for rotation in aball race 63 and. serving as a center bearingI disposed between thecrank-pins w1, a02, the latter being also secured to a crank disk 64loosely mounted on a stud 65 which is vrigidly held in the casing.

The elements thus far described do not particularize any special engine,at least as far as its motive power is concerned, and, in order toarrive at a clear understandingv of the operation of the motor either bythe primary or secondary Huid ressure, lI deem it expedient, first toexplain 'the several devices which are called into'action when theengine is-to be run by the primary fluid, las

as. g Practice has fully vdemonstrated that the eiiiciency and economyvof what is generally known as an explosive engine, using gas for itspiston impulse, depends largely upon the :gas mixture used: Withoutenterin minutely'into the details of what. constitutes a proper mixture,let it suffice to state here that the component elements of the,

mixture are in the present instance supplied to each cylinder atopposite ends thereof.

In Fig. 5 the gas supply pipe 66 isshownl terminatingr in a port orpocket 67, opening into the cylinder 'and normally: closed by thepistonshellj42. The piston is here shown in its lowermostposition, andIthe'used gas in the cylinder isnot only permitted to escape through theexhaust port 68, but is practically foiiceitout` byffresh air whichenters vunder pressuretthrough the aperture 40 and past the trabaje- '41above described. The fresh air is conducted to the valve chamber 69through a pipe 70, the valve being normally closed by a spring 71engaging a collar 72 secured to the valve stem 411 1n any convenientmanner. The valve 41 is preferably of the cone type and centrallydisposed inthe top plate 39 of the cylinder, so that the air will enterthe latter in a spreading or diffusing manner. rlhe air supply willcontinue during the initial return movement of the piston andimmediately thereafter will cease, which will result: lirstin closingthe exhaust port, and immediately thereafter permit a supply of fuel, asgas, to enter the cylinder.

By referring to Figs. 4 and 5, it will be seen that the upper portion ofthe piston comprises a cup-shaped member 73, t-he bottom of which restsupon the annular shoulder 44 abovementioned, and which may be forcedinto close contact therewith by the head plate 43 in screw-threadedengagement with the piston shell 42. In this manner a chamber 74 isformed in the piston, and a port 75 leads from said chamber to the outersurface of the piston. The path of the Vport 75, during the upwardpiston travel, 'intersects the fuel pocket 67, so that after the:exhaust port 68 has been closed, the gas pocket., will bein-communication with the chamber 74, and the fuel may then be forcedinto the cylinder past a preferably gravitative valve 77, which ismounted for a limited rise and fall movement in a tubular hub 78constituting a part of the piston head 43 and having an air tight jointwith the cup member 7 3. The valve 77 is also of the cone type, so thatthe fuel may be spread as ,it is forced into the cylinder, V,thusencountering the fresh air -which hasientered from above andconsequently thoroughly commingling therewith. The continued upwardtravel of the piston V.will result in `cutting-off the gas supply as.soon aspthe port 75 has passed the pocket 67) 4 and, inasmuch aslprevious to this time the requiredamount of air will have been deliveredin the cylinder, the now complete-mixture will be compressed ready to befiredl or exploded.

In tlnpresentA instance I have provided a spark plug 80, the metalliccore 81 of which may be connected by a conductor 82 with any suitablespark producingA device, preferably asmagneto M (see Fig. 3) which isoperatedv by gears-83, 84 from the engine shaft s, and a commutator 'Csections of which are electrically-connected with the spark plugsdeterminedby the-commutator or s ark timvin -it's highest positionindicated by of all four cylinders, respectively, in the usual manner.

the electric spark issuing from the core 81, as

ing-device of the magneto M. T e metal parts of the spark plug arepreferably at a greater distance apart than the distance pre-- vailingbetween .the sparking pinl and the piston when the piston, is inposltionv for fir- In` order to insure the proper operation of the gasengine, I have provided means` for cooling the working parts so as tomaintain them vat therequired temperature, and in the present instance Ihave shown a system whereby the cylinder as well as the pistonsv arecooled by air in what may be termed a positive manner. The `cylindersareV provided at their tops with cappingl members 85 secured thereto byrivets 86, (see Fig. 6) and each adjacent pair ofV which are prefer-'ably united by means of screws 87, substantially to form a unitarydevice '(see Figs.' 5 and 6.1). Each cap 85 is provided at its top' withan aperture 88, through which atmospheric air may pass into thehollowdome 89 of the cap and thence into a cylinder jacket 'which preferablycomprises a pair of end sections 90, a cooling section 91 (so called onaccount of its connection withanair-blast producing device) and anexhaust section 92 which permits the engine exhaust to escape into theopen air, or, if desired, into a muiier or similar device.4 The severaljacket sections are positioned on the cylinders by means of acircumferential rel cess 93 engaging the upper edges of the sections,and also by means of a similar groove 94Aformedin the cylinder clampingmember 37 above mentioned and'engaging the lower edge of the jacketsections, which -may be 'provided with suitable flan es 95 adapted toreceive screws 96 for hol ing the several sections together. By thisconstruction a clear space will be obtained all around each individualcylinder, which if preferred may be provided with pins, ribs or similardevices (not shown) .for radiating the heat from the cylinder into thejacket Space.

The cooling'section 91 of the jacket is con- The explosionl or firingofv v the compressed charge in the 'cylinderr is effected withthe aid ofthe piston, the cir? cumferential surface of which is naturally" at alltimes free from soot and always pref sents a perfectly clean metallicsurface forI nect'ed with a conduit98,'twovof such conduits (see Fig.care of the our cylinders and lthe jackets `-`therefor, and being1ncommunication with 'a pipe 99 leading to anexhaust fan orsimilardevice (not shown).

From the foregoing description it will be 1) being employed in taln'ngseenithat an exhausting air currentds established in the jackets, coolairv entering through the several-aperturesv 88 in the cylinder caps 85,thence passing 'in contact with the entire outer surfaceofthere exposedand consequentlyheated portions of the cylinders, and thence to theexhauster -which discharges the now heated air into the` atmosphere. i

. Inasmuch `as the tops of the several pistons are, asamatter of course,exposed to the heat of the explosion,` I' deem it advantageous toprovide means whereby the temperature of the pistons may be kept ata'reasonably low degree, these-means consisting substantially of a coolair-passage disposed directly beneath the piston head, as clearly shownin Figs. 4 and 5, in which it will be seen'thatthe cup member 73 (incombina- -tion with the head plate 43) constitutes a chamber .100'having' oppositely -disposed openings or ports 101,102', which, when theplston is near its 'lowermost position,'will register with apertures103,-".104, .respec.

tively in the cylinder wall 34'. Of thesethe aperture 103 opens directlyinto the interior of the jacket, while thel aperture 104 is in constantcommunication and alinement with a conduit 105 formed in the end section90' and open to the atmosphere. Now it follows that when the iston isinthe position shown in Figs. 4 and) 5, and the air conduits and portsjust-described are in .register with each other, the suction or artialvacuum established in the jacket wi result in causing an influx ofatmospheric air through the chamber 100, therefore 'replacing the heatedair contained therein by cool fresh air, and consequently reducing thetemperature of the upper piston shell and the head, which latter may beprovided with heat-radiating pins j v if so desired.

As stated in the beginning ofy this speci-l fication, thepresentwinvention has forv one of its objects theprovisionofmeanswhereby the motor may be operated eitherl by a fuel or secondaryfluid under pressure, the latter feature necessitating' some sort offluid supply which may be in the" nature of a tank or reservoir such asis designated by "R' (see Fig. 12). Now I prefer to charge the reservoirby taking advantage of the high pressure resultant from the explosionsin the cylinders,vit being understood, however, that any number ofcylinders may be connected with the reservoir for this purpose, in whichcase the remainder will serve as power-imparting devices, and exhaustinto the atmosphere either director through a muffler (not shown). Theparticular manner in which the-reservoir is charged bythe explosions inthe cylinders is best shown in Fig. 5, in which the cap 85is'illustrated as providing a chamber 110 connected with the interior ofthe cylinder by a duct 111 provided in a lug 112 projectln'g into thecylinder -head-plate 39 and serving as a device for positioning both,the capand cylinder, rela- Vtivelyto each other, and to lock the latteragainstaccidental rotative displacement.

Disposed above the chamber 110, is a valve chamber 113 normally closedagainst the.

chamberllO by a valve 114, the stem 1141 of which is guided in a cap 115and which may be normally closed by a 'spring 116. The chamber 113 isconnected wlth the reservoir R by means of a pipe 117, so that when thereservoir R is charged with a fluid under pressure, the valve 114 willbe held closed thereby, and the explosions in the cylinder 114 willremain closed, and the explosion in the cylinder will have its fulloperativel effect upon the piston, so `that in this manner the pressurein the reservoir will be au-v tomatically kept at its maximum, providedthe motor is running as an explosive engine.

In the event that the reservoir is empty or under low pressure at thetime of starting the en ine, the tendency of the pressure,

resulting rom the exploded gases, to pass into the pipe 117, mightretard the proper working of the piston, or pistons unless some meanswere provided for preventing too much'pressure from entering said pipe117 at each explosion. InvFig. 5 I have shown a simple means ofretarding/the introduction of the exploded gases which means isillustrated as a'springpressed inwardly opening check valve'117a saidvalve normally resting on a seat at the entrance to the pipeY 117 andhaving a passage 117 b of smaller diametei" than the diameter of saidpipe 117 so that a relatively small amount of the pressure will ass intothe pipe during each explosion. gs will be seen by reference to Fig. 5the valve 117a is capable of opening inwardly so that when it is desiredto operate the engine -by the vpressure from the reservoir R, (anoperation to be fully eX lained hereinafter) the passage of the'fluifrom 'the reservoir R to the chamber 113 will be unobstructed.

,In the diagram, Fig. 12, I have illustrated the organization of theseveral cylinders and their connections with the reservoir R through themain pipe 118, and it will here be seen that the cylinder C may bedisconnected from the reservoir by means of a stop valve 119, underwhich condition the piston in said cylinder will be acted uponby theentire force of the explosion, and the reservoir will be char ed by theexplosions in the remainin cylinders o2, c3 and c, only.

It should, o course, beunderstood that each cylinder may be providedwith a stop valve,'if desired, so that any one cylinder of the series,or any number of them may be connected with or disconnected from thereservoir, Athe contents of which are to be util- -ized not only forsupplying'the pressure required for operating the motor pistons, butalso for moving several movement-controlling devices into operative andinoperative positions.

In operating the motor by the secondary fluid pressure only, themixture-supplying devices as well as the igniting apparatus may bethrown out of action, as will be hereinafter described, and itnow'becomes neces- `sary to actuate the means for controlling theadmission of pressure fluid and the exhaust of the used fluid. Thesemeans comprise the valve 114 previously referred to7 and nowoperative asa* fluid admission valve actuated in a positive manner by a rod 120which is guided for vertical movement in a sleeve 121. This sleeve ismounted for vertical movement in the cylinder clamp 37, and has at itsupper end a valve-disk 122 for closing a passage 123, leading from thechamber 110 into the interior of the jacket and constituting the exhaustport for the motor when it is operated by the secondary fluid. Means isshown for synchronizing the opening and closing movements of the valves114 and 122 with the movement of the iston, so that the inlet valvewillV be o en uring the downward or working stro e of the latter, whilethe exhaust valve will be opened when the piston is at the end of itsworking stroke,

,and then remain open during its entire return stroke. These valvemovements are ef.

fected rby a valve actuating mechanism clearly shown in Figs. 1, 3, and8 to 11, and comprising a shaft 124 journaled in bear- 'ings 125provided therefor on the cylinder casing 32. At one end, this shaft ismounted for longitudinal movement in the hub' 1261 ofa sprocket 126connected by a chain 127 with a similar'sprocket'128 secured upon theengine shaft s, said hub having a spline connection 129 with thejshaft124 and held against longitudinal movement in the bearing 1251 by acollar 12511. y

Secured upon the shaftr124 are came 130,

` each of which 4is provided with a seriesof 1402 of which is inengagement with the cam faces 131, 132, 133, ada ted to' operate the airinlet and exhaust va ves by actuatin a series of levers in lengagementwith the va ve stems, respectively.

Referring at rst to the air valves of cylinder c2' (see Figs. 5 and 10)it will be noted that the' lower end 1202 of the inlet stem 120 restsupon one arm 1342 of an angle lever 1352 which is pivoted at 1362 in apair o ears 1372 formed on the casing 31, and the 'other arm 1382- ofwhich is adapted to be actuated byl one of the cam faces of the cam 130,according to the longitudinal position of the shaft. 124. Disposedadjacent lto the angle lever 1352-and also pivoted on the stud 1362, isanother angle lever 1392, the arm lower end 1212 of the exhaust valvesleeve 121, while the other arm 1412 is adapted to be engaged by one ofthe cam faces on the cam 130. 4

The angle levers 1352 and 1392 are =pref erably Xin constant contactwith the valve'- stem ends 1202. and 1212, respectively. The shaft 124is mounted for longitudinal shifting movement, Aeither to bring theseveral cam faces into a neutral or inactive position.

- cam'faces 131, 133-are-both similarly disposed relative to the camface 132, and that when the cam face 132 becomes active, both of theother faces 131, 133 must necessarily become inactive on the same sideof the shaft 124, and vice versa. In other words; In Figs. 8 and 9 thecam face 132 is'in such position as -to leave the exhaust lever free,and the exhaust valve is therefore closed; whilevthe cam face 131 holdsthe inlet valve open. In Fi 10'and 11 the cam shaft 124 is shown shi edlongitudinally and without any change `1n its rotative position,relative to that 'shown in Fig. 10 and the position of the valves is,therefore, reversed.

y In view of the organization of the pair of co-acting cylinders 01, c2,the pistons of which are connected with the same crankpin, w1, and theaxes of which are disposed substantially at right angles relative toeach other, I am enabled to operate the inlet and exhaust valves of thecylinder c1 by4 the same cam faces which actuate the valves of thecylinder c2 inthe manner above described,

this feature being possible by the fact that the angular relationshi ordistance between the cam-operate points of the two sets ofvalve-actuating an le levers 1s thel same as thatbetween the cyinder'axes, as is indicated ,by lines 11, 11b in Fig. 9, it beingunderstood, of course, that the inlet lever"l F1351 is similar to thelever 1352,y and also f that the exhaust levers 1391 and 1392-,are

By referringto Fig. 8 it will be'seen that vthe arm 1382 of the inletleverA 1352 is in alinement' with the cam arm -1411 of the exhaust lever1391 for cylinder c1, and that,

furthermore, the ar'm"'1412 of the exhaust lever 1-39'2 for cylinder lc2is in alinement with the cam. arm 1381, of the inletl lever 1351 forcylinder c1. Hence it follows that the inlet valve of cylinder c2, andthe exhaust valve of cylinder c1 are operableby the samefcam faceY (131in Fig.v8, and 132 in Fig-,10) during the rotation of the cam shaft 124.Likewise, the'exhau'st valve of cylinder c2, and the inlet of cylinderc1 are operable by the same cam face (132Lin Fig. 8, and 133 in Fig.10)- during the rotation of the shaft 124. Now, inasmuch as the camfaces of the camv 130 are effective only `in opening the valves, it willbe readily un e rstood that, according to the condition.

shown in Fi 8 and 9, the inlet` valve stem 1202 (for'cy inder' c2) is inraised position andthe exhaust sleeve 1212 is lowered, so that thepiston of cylinder c2 is under 'pressure. Further re, the inlet stem1201 is raised andthe xhaust sleeve 1211 -is in its lowest position; thepiston in cylinder c1 being consequently also under pressure. v Byreferrin to Fig. 1 it will be seen that the acting aces of the cam1301for operating `the valves of cylinders o3 and c* are Aset in adiametrically-opposite position, to correspond to the position o thecrank-pin w2 which is,.a. s previously stated, dis

metrically-opposite -to the cra -pin w1.

`Therefore, it 1s evident that the positions of osed diathe valvespertaining to the c'linderscs and c* are reversed from those o the.valves lfor the cylinders 01- and 02,;res ectively, so

that for cylinder c the inlet va ve is closed, and the exhaust valve isopen, and, .for cylinder c* also, the inlet is closed, and the bothcylinders c3 and cf are Aexhaustjing. If it is now taken intoconsideration that each of the cams is so set relative to the crank-pinbelonging to its coperative pair of cylinders that the change'ofposition in the valves exhaust valve is open, and that consequently iseffected when the pistons are near the end of their respective strokes,the position of the cam 130b in Fig. 1 indicates that the shafts s and12,4 are rotating inthe direction of arrow a (Figs. 2 and 9).

When the cam shaft 124, with the cams 130a and 1301, is shifted to bringthe facesI 'or neutral positions, the cam face 132 is disposed betweenthe actuating'arms of the the cam shaft 1211, and

inlet and exhaust levers, (see Fig. l) and in order to facilitate the4shifting movment of the cam shaft, the several cam faces are provided attheirl sides with inclined surfaces for gradually acting uponthe arms ofthe valve levers, when the shaft 121`is rotating, these surfacespermitting the latter to be shifted from its neutral positionV in onedirection to control the valves for running the engine forward, and inthev other direction for causing a backward rotation of the engineshaft.v

Means are provided for shifting the shaft 124 longitudinally-for thepurposes mentioned, and while hand-operated devices may beadvantageously used, I prefer to employ a fluid-actuated device whichreceives. its actuating fluid pressure from the reset"Y- voir R.

The bearing 1251 for the sprocket hub 1261 has an upward extension 150boredout to form a cyhnder adapted to receive a piston 151 .which issecured upon a rod 152, passing through a stuling boX 153 and guided inan ear 154 projecting from one of the bearings 125 previously referredto. The piston rod 152 carries a fork 155 in engagement with a spool 156which is secured upon s rings 1561 may be interposed between the forkhub and the bearing 125 and stuffing box 153 respectively, to returnthepiston 151 to a practically central. position in lthe cylinder 150,at which time the valve cams are in their neutral positions. In order tofrictionally hold the piston rod in its neutral position, I preferablyemploy a spring-pressed pin 157 having a pointed end for engaging aproper ly formed recess in the rod (see 1g. 3 Y v `The outer end of thecylinder 150 is closed by a cap 158, and the piston 151 is adapted to bemoved in opposite directions by air pressure.enteringthe cylinderthrough either one or the other of. au pair of tubes 170, 171,respectively, the influx of air being controlled by a valve mechanismwhich willV admit fluid under pressure from the reservoirinto one or theother of the tubes, and on the other hand will r`eli`eT6oth sides` ofthe piston from .pressure when the engine is to be operated as a gasmotor, or by the primaryfluid, only.

A simple form of controller for the piston 151 is illustrated in Fig. 12as being in communicationwvith the tubes 170, and 171 as well as thereservoir R. The controller may comprise a three way valve casing 160have ing an inlet port 161 at all times in communication with thereservoir R and the port 162 in the plug 163. The outlet ports of theplug are adapted to be brought into register with the pipe inletsrespectively by turning the valve plug to right or left, so as to admitpressure to either the tube 170 or 171 according to which direction itis intended to run the motor, that is to say, forward or backward. Whenthe plug is in the neutral position as shown in Fig. 12, the

piston 151 will be maintained in the position shown in Fi 3, by thesprings 1561, 1561, this beingt eposition of the piston duringY the timethe motor is operating underY vthe primary fluid, and during this timethe members 120 121 and their cooperatingelements will remain inactive.As soon, however, as the piston is shifted to veither vthe right or leftso as to cause the cams to become operative, the members 120A i and 121will be caused to operate so as tov permit the stored pressure in thereservoir to become the motive fluid for actuating the pistons. It is tobe understood lthat while the motor may be operated from the reservoir Rso long as there is sufficient pressure in the said reservoir, I preferto run it by the secondaryfluid aS. a Startngnlcdium in lieu of theusual method of cranking, a method which is generally unsatisfactory.

The sprocket S1 on the shaft S is adapted to drive a sprocket S11 on theshaft P1 of the pump P comprising four double action cylinders A1 vA2and G1 G2, the first named of which A1. will supply the proper amountofwhich has a pipe g4 leading to the engine cylinder c1, the air beingcarried thereto through a pipe a4 connected with the opposite end ofthe. pump cylinder A2.

Now itfwillabe seen that as oule, of gas supply is provided asfor.example,'the tank T `interposed between which and the pump-'cylinders is a controller X having a plug therein, vwhereby gas may beadmitted to one or more cylinders or'entirely cut olf from vrsaidcylinders if desired. In this manner any number of the cylinders may besupplied with gas according to the powerrequired of the motor. p

In the vdrawin accompanying this specifcation, I have i lustrated-amotor comprising lfour cylinders which by virtue of their organization,will impart four iinpulsesto the engine shaft for each rotation thereof.

p VVhilethis motor, to ether with its various accessories, is' deelnesufficient to explain the invention, I preferl to employfa motor`comprising more cylinders, organized in cooperative pairsso as to obtaina greater number o l p impulses and consequently enhance the power andsmooth running qualities of the engine.

From the fore 4oing description it will be apparent that w en ,the motoris to be run by a secondary iluid'the direction of movementof the fluidimpulse receiving member or'members may beV controlled by shiftingthefcams either to the right or to the left, so I that the motor may becaused to run either forward or backward. After the direction.

of movement of the impulse receiving part .has been'determined andeffected, the primary uid may be introduced and the mechanisms'necessary for the proper loperation f of the motor by the primary iuidhavin to rotate .the shaft in a forward direction, the cams may beshifted so as to cause the.

*been lcaused to opera-te, the direction'o movement of the impulsereceiving member or members controlled b the mechanism op'- erating withthesecon ary fluid will continue. Therefore it is -apparent that themotor may be run either forward or backward by the secondary iuid oreither forward or backward by the primary duid,

Ywhich ,-in the' present instance isl gas. By

utilizing the construction of motor previousl herein before described,the direction of t e movement of the impulse member or members` of themotor may be positively controlled so'thatiin starting thefmotor, if

it is desired to move backwardly, it will be necessary onlyy to'shiftthe cams into the proper position so as to move k.the piston or pistonsinthe direction to cause the shaft to move backwardly and then introducethe gas so that the backward motion will continue. The secondary iuidhaving. been cut oil", the backward movement of the'shaft will be causedto continue. If it is desired secondary iuid to passinto the cylinder orcylinders at such time as to vcause the'piston to move the shaft in aforward direction,l

after4 which the gas may be introduced into the cylinderaorv cylindersto continue the movement.; At any time 'while the motor is running underthe primary fluid, .the secondary fluid may be'cut voff and the camsAchamber of' said cylinder, a check va normally closing the 1reservoirand the cylin er, o

shifted -to cause the' impulse receivingmemi ber or members for examplepistons) to move in thel proper direction-and as soon as ,theyarestarted in the proper direction, the

gas introduction continues.

I do not herein claim the-cooling means here shown and described, asthisforms the subject-matter of my co-pending application Serial No.295,638. Nor do I-herein claim thel sparking mechanismy here disclosed,as

this is included in the subject-matter of my CO-p'ending applicationserial No. 305,665. What I claim is:

1. y The combination with'an engine cylinder, a as mixture supplymechanism therefor an means for controlling the operation of saidmechanism,.of an air pressure reservoir, air admitting andexhaustingdevices for said cylinder one' of said exhausting de vices being a checkvalve, and means for .controlling y the operation of said deviceswhereby the 'check valve may become the ad,

mitting device.

2. The combination with va s engine cylinder, a mechanism for su p yingas mixture thereto, a secondary uid supp y reservoir inl-communicationwith the explosion `valve for preventing communication beioo tween thereservoir andthe cylinder, said check valve being adapted-to be unseatedby each ex losion to permit art of theexploded c arge to passint'o t ereservoir, and means for intermittentlyopening said normally seatedcheck valve to permit pressure from the reservointo pass into thecylinder.

4. The combination with a motor cylinder and a l ting a el charge to beintroduced into said cylinder, a reservoir, a port in communication withsaid reservoir and said cylinder, a

ported valve in said port and opening in one direction only, the port insaid valve permit- "ting a part of the exploded gasto pass into saidreservoir, a valve for normally preventing the return of said explodedgas into said reservoir, andV means for unseating said last named valve.

5. The combination with a cylinder and a piston therein, of a source ofHuid supply having a port connected to said cylinder, a valvefornormally closing communication plilston therein," of means for'perxnit-yizo between said port and said cylinder, a no1?- mally closed exhaustvalve having an elongated cylindrical stem, a longitudlnal valveunseating member within the stem and adapted to unseat theadmissionvalve, and means for alternately moving the valve unseating member andthe cylindrical stem.

6. ln a motor, the combination with a cylinder, means for feeding acharge ithereto, and a storage receptacle in communication with saidcylinder, of a valve in said communication between said cylinder andsaid receptacle, said valve having an aperture therethrough;substantially as described.

7. ln a motor, the combination with a cylinder, means for feeding acharge thereto, and a storage receptacle in communication with saidcylinder, of an automatically-seating outwardly-opening valve in saidcommunication, an automatically seating inwardly-opening valve in saidcommunication and provided with an aperture therethrough, and means foropening said outwardly-opening valve; substantially as described.

8. The combination with a cylinder of an explosion motor, of a reservoiradjacent to said motor, a conduit leading from said motor andcommunicating with said reservoir, a ported valve in said conduit, animperferate valve in said conduit, and an exhaust valve adapted to beopened when said imperforate valve is closed and closed when saidimperforate valve is opened.

9. The combination with a cylinder of an explosion motor, of a reservoiradjacent to said motor, a conduit leading from said motor andcommunicating with said reservoir, a ported valve in said conduit, animperforate valve in said conduit, an exhaust valve adapted to be openedwhen said imperforate valve is closed and closed when said imperforatevalve is opened, and means for operating said valves, comprisingshifting cams adapted to be moved into and1 out of actuating positions.

10. In an explosion motor, the combination with a cylinder having avalved fuel inlet port and an open exhaust port, an air inlet port forthe admission of compressed air, an air exhaust port, said two lattermentioned ports' being provided with valves, and means movable into andout of operative position for alternately opening the twoA lastmentioned ports.

11. In an explosion motor, the combination with a cylinder having avalved fuel 1nlet port and an open exhaust port, an air inlet port forthe admission of compressed air, an air exhaust port, said two lattermen-4 tion with said. ports, a shiftable means for opening and closingsaid ports, and a single device 1n communication with said source of airsupply for actuating said shiftable means.

13. In a motor, the combination with. a cylinder having a port, and avalve controlling said port, of a shiftable valve-operating member,means for shifting said member, and oppositely acting springs exertingtheir influence upon said valve-operating member and yieldingly holdingthe same out of valve-operating position; substantially as described. y

14. ln a motor, the combination with an engine cylinder having inlet andexhaust ports, a shiftable shaft provided with meansv for opening andclosing said ports, means for shifting said shaft, comprising a pistonand cylinder, one of these being movable with relation to the other, andsprings for normally holding the movable member in a determined positionwith relation to the immovable member.

15. A motor, comprising a plurality of cylinders, means for introducinga fuel into and exhausting it from the respective cylinders, means forintroducing and exhausting a compressible secondary fluid into and fromsaid cylinders, and means for cutting 0H the secondary fluid from adetermined number of cylinders and at the same time pefuitting the fuelto be introduced into all the cylinders.

ln testimony whereof, I hereunto aiiix my signature, in the presence oftwo witnesses.

ALBERT F. ROCKWELL. Witnesses:

B. F. FUNK, H. WV. TUTTLE.

